Fluid pressure brake



Nov. 15, 1938. .I VN. GOD

FLUID PRESSURE BRAKE Filed Aug.' 24, 1957 mw @vom n m mmm Patented Nov. 15, 1938 UNITED STATES eATErsVrv OFFICE FLUID PRESSURE BRAKE Application August 24, 1937, Serial No.` 160,560

14 Claims.

`This application relates to fluid pressure brakes and has particular relation to fluid pressure brake equipment wherein a safety contrcl or deadman application is automatically `suppressed when the brakes are applied with a braking force in excess of a certain uniform degree.

Vehicles, such as railway cars or trains, are commonly `provided with a uid pressure brake equipment including a foot-operated valve de- I"vice and a hand-operated valve device adapted when pressure manually applied to each is simultaneously released, as upon incapacitation of the operator, to reduce the pressure in a so-called safety control pipe and thereby cause a so-called deadmanfemergency application of the brakes. In order tosuppress a deadman application of the brakes, a cutoff valve device is commonly provided to prevent reduction of the pressure in the safety control pipe when the brake cylinder pressure established during a normal application exceeds a certain pressure, thus enabling the operatorto release' the manually applied pressure on both the hand-operated and the foot-operated valve devices without causing a dea dman emergcncy application of the brakes. However, u nless sofme means is provided for preventing operation ofthe cut-olf valve device, when a deadman emergency application of theA brakes is effected, the cut-off valve device will operate at a predeiter'nined brake cylinder pressure, just as in a normal application of theV brakes, to terminate venting of the safety control pipe and permit it to become'recharged sufficiently to produce an undesired and premature release of the brakes.

It is accordingly an object of my present invention to provide novel means for suppressing or preventing operation of the cut-off valve device in a deadman emergency application of the brakes in order to insure that the full degree `of the application will be realized without a premature and undesired release thereof.

More specifically, it-is an object of my invention to provide a novel type of valve device which is adapted to be operated either under the control of deadman devices or under the usual manual control of the operator, to effect an emergency application of the brakes, as well as to prevent operation of the cut-off valve device in the safety control pipein case of a deadman application of `the brakes.

The above objects, and other objects of my invention which will be made apparent hereinafter, are attained by an illustrative embodiment of my invention subsequently to be described and shown `in the accompanying drawing, wherein Fig. l is a diagrammatic simplified View illustrating one embodiment of my invention, and

Fig. 2 is a diagrammatic view indicating the various connections established by the rotary valve of the brake valve device shown in Fig. 1.

Description of equipment The equipment shown in Fig. l comprises a brake cylinder I8, a main reservoir I I, a feed valve device I2 of well known construction for regulating the pressure as supplied from the main reservoir II, an ernergency'reservoir I3, a brake valve device I4 of the self-lapping type adapted to control the supply of fiuid under pressure from the main reservoir I I to a straight-air pipe I5 and also to effect reduction in the pressure in a brake pipe I 6 for effecting service and emergency applications of the brakes, respectively. The equipment further includes an emergency valve device I'I operated upon an emergency reduction of the pressure in the brake pipe I6 to effect the supply of uid under' pressure from the emergency reservoir I3 to the brake `cylinder I Il, and, according to my invention, avent valve device I8 operative to effect an emergency reduction of thepressure in the brake pipe I6v under the control of the brake valve device I 4.

The vent valve device I8 is also operative to effect an emergency reduction of the pressure in the brake pipe IB upon a reduction of` pressure in a safety control pipe I9 as caused by a' deadman device in the form of a foot-operated valve device 2I, a cut-off valve device 22 of standard construction being provided in the safety control pipe I9 to prevent reduction of the pressure in the safety control pipe when the brake cylinder pressure exceeds a certain pressure.

`Considering the `parts of the equipment in greater detail, the brakevalvedevice I4 comprises a casing having a chamber ZEhereinafter referred to as the pressure chamber, to which the straight-air pipe I5 is constantly connected, the pressure of the fluid in the pressure 'chamber 25 being controlled by operation `of a supply valve 26 which controls the supply of fluid under pressure to the chamber 25 from a feed valve pipe and passage 21 leading from the feed valve device I2, and a release valve 28 for effecting the release of fluid under pressure from the chamber 25.

Thesupply valve 26 'is in the form of a valve piston slidably mounted in the casing andyieldingly urged intoseated relation on an annular seat ring 29 by a spring 3|.

The release valve 28 is in thev form of a pin valve which is yieldingly unseated byfa spring 32 from an associated valve seat on a piston 33 that in turn operates in a bore 34 in the casing. Formed in the piston 33 is a chamber 36 which communicates through a passage 31 in the piston 33 with the pressure chamber 25 and through a passage and port 4I with a chamber 38 located on the side of the piston opposite to the pressure chamber 25 and constantly open to atmosphere through an exhaust port 39.

Screwed into the outer threaded portion of the bore 34 is a plug 43 which has an axial bore 42 therein that is provided with a smooth inner portion for slidably receiving the outer end of a stem 44 of the piston 33 in supporting and guiding relation. Received in the outer threaded portion of the bore 42 of the plug 43 is a stop screw 45 which is adapted to be engaged by the outer end of stem 44 of the piston 33 to limit the movement of the piston 33 outwardly of the bore 34. A lock nut 46 is provided on the screw 45 to prevent accidental or undesired variation in the adjustment of the screw 45.

Interposed between the piston 33 and the plug 43 is a regulating spring 48 which yielding urges the piston 33 inwardly of the bore 34 toward the pressure chamber 25.

Operation of the supply valve 26 and the release valve 28 is effected by means of a rotary shaft 41 which is suitably journaled in the casing and which has fixed thereto at a point exterior of the casing an operating handle 48 for manually rotating the shaft. The rotary shaft 41 extends into the pressure chamber 25 and has fixed thereto within the chamber 25 a cam 49 which -is adapted to cause movement of a suitable plunger 59 which operates slidably in a bore in the casing. A lever 6I is pivotally mounted, at a point intermediate its ends, on the plunger 59 by a pin 62. A stem 64 pivotally connected to one end of the lever 6I has its free end received in a recess formed in the face of the supply valve 26 at the inner seated area thereof. A roller 65 is mounted at the opposite end of the lever 6I for engaging the inner end of the release valve 28 which projects into. the pressure chamber 25.

Also formed in the casing of the brake valve device I4 is a rotary valve chamber 66 in which is contained a rotary valve`61, the valve 61 seating on an associated valve seat and being interlocked with the rotary shaft 41 so as to rotate therewith; The rotary valve chamber 66 is charged with fiuid under pressure from the feed valve pipe and passage 21 through a branch passage 68 containing a ball check valve 69 adapted to prevent back flow of fluid under pressure from the chamber 66 to the passage 21. As shown in both Figs. 1 and 2, when the operating handle 48 of the brake valve I4 is in the brake release position, the rotary valve 61 is positioned so as to establish communication through a part 1I in the rotary valve from the rotary valve chamber 66 to a passage and pipe 12 leading tothe vent valve device I8 and hereinafter referred to as the charging pipe.

Fixed to the rotary shaft 41 within a chamber 14, constantly open to atmosphere through an exhaust port 15, is a cam 16 which is effective to unseat a poppet valve '11, yieldingly urged to a seated position by a spring 18, when the handle 48 of the brake valve device is shifted to emergency position. The valve 11 is contained in a chamber 19 to which is constantly connected a pipe and passage BI, hereinafter referred to as the emergency pipe. When the poppet valve 11 is unseated, communication is established past the valve 11 from the emergency pipe and passage 8| to the atmospheric chamber 14 to effect a reduction of the pressure in emergency pipe 8 I.

As shown in Fig. 2, the rotary valve 61 is adapted to maintain the charging communication through the port 1I from chamber 66 to the charging pipe 12 when the handle 48 of the brake valve device I4 is shifted out of its normal brake release position through a given angle hereinafter referred to as the application zone. When the handle 48 is shifted through the application Z'one and beyond successively into lap and emergency positions, the charging communication from the chamber 66 to the charging pipe 12 is cut off or lapped. As further indicated in Fig. 2, the rotary valve 61 is provided with a restricted port 83 which is effective when the handle 48 of the brake valve device is in emergency position, to connect the charging pipe 12 to an atmospheric exhaust port 84 opening at the seat of the rotary valve 61.

The cam surface of cam 49 on the rotary shaft 41 increases in eccentricity correspondingly as the angle of movement of operating handle 48 from release position into the application zone increases, the cam surface has a "dwell portion of uniform eccentricity so that rotation of the operating handle 48 when beyond the application Zone, is ineffective to further shift the plunger 59 in the right-hand direction, as viewed in Fig. l, until such time as the operating handle reaches emergency position at which time the cam surface 49 again increases in eccentricity sufficiently to shift the plunger 59 the maximum degree in the right-hand direction.

The operation of the brake valve device I4 is as follows:

The spring 3| urging the supply valve 26 to seated position is stronger than the spring 32 urging the release valve 28 to unseated position and, thus, when the brake Valve handle 48 is rotated into the application Zone from the release position, to cause the plunger 59 to be shifted in the right-hand direction, the lever 6I is pivoted in a counterclockwise direction, about its upper end and effects seating of the release valve 28 on the piston 33. The spring 48 is stronger than the spring 3I and thus when the release valve 28 seats, the lever 6I is pivoted in a clockwise direction about its lower end and, through the stem 64, causes the supply valve 26 to be unseated to admit fluid under pressure from the feed valve pipe and passage 21 to the pressure chamber 25.

When the pressure of the fluid in the pressure chamber 25 acting on the inner face of the piston 33 increases sufficiently to overcome the tension of the spring 48, the piston 33 is shifted outwardly of the bore 34 and the spring 3| then becomes effective to reseat the supply valve 26 while maintaining the release valve 28 seated. Since the further supply of iiuid under pressure to the pressure chamber 25 is out ofi when the supply valve 26 seats, the piston 33 stops immediately and thus both the supply valve 26 and the release valve 28 remain seated.

If the brake valve handle 48 is shifted a further degree into the application zone from the release position, the supply valve 26 is again unseated to further admit fluid under pressure into the pressure chamber 25, the supply valve 26 being reseated again when the pressure in the pressure chamber 25 increases sufficiently to shift the piston 33 outwardly of the bore 34 to cause reseating of the supply valve. It will thus be apparent that the degree of pressure established in the pressure CIE chamber 25 increases correspondingly as the brake valve handle 48 is shifted from the release position into the application Zone.

Since the cam surface of cam 49 on the rotary shaft 41 of the brake valve device I4 has a dwell surface thereon as previously described, no movement of the plunger 59 in the right-hand direction and, consequently, no increase in the pressure in the pressure chamber 25 is effected as the brake valve handle 48 is shifted a further degree out of release position while beyond the application zone.

When the brake valve handle 48 is shifted to emergency position, however, the plunger 59 is shifted a further degree in the right-hand direction so that the increased pressure established in the pressure chamber 25 shifts the piston 33 in the right-hand direction sufliciently outwardly of the bore 34 to cause the stem 44 of the piston to engage the stop screw 45. Thus, regardless of the further increase of pressure in the pressure chamber 25, the sup-ply valve 26 cannot be reseated and the pressure in the pressure chamber 25 accordingly builds up to the maximum pressure as supplied from the feed valve I2 through the feed valve pipe 21.

To effect a partial release of the brakes, the operator shifts the brake valvey handle 48 back toward release position. The force exerted by the cam 49 on the plunger 59 is thus relieved and spring 32 unseats release valve 28 to cause fluid under pressure to be exhausted from the pressure chamber 25 to atmosphere through the exhaust port 39. As the pressure of the fluid in the pressure chamber 25 reduces, the spring 48 shifts the piston 33 inwardly of the bore 34. If the brake valve handle 48 is positioned in the application zone, the piston 33 causes the release valve 28 to be reseated when the pressure in` the pressure chamber 25 corresponds to the position of the brake valve handle.

To effect complete release of the brakes, the operator returns the brake vvalve handle 48 to release position. The release valve 28 is thus un- `seated and the fluid under pressure is exhausted from the pressure chamber 25 to atmosphere through the exhaust port 39. The springr 48, however, is ineffective to reseat the release valve 28 with the brake valve -handle 48 in release position and thus the pressure in the pressure chamber 25 is reduced to atmospheric pressure.

The emergency valve device I'I comprises a casing containing a piston 89 having at one side a chamber 81 hereinafter called the piston chamber, which is constantly connected to the brake pipe through a branch pipe 39, and having at the opposite side a slide valve chamber 89 to which a quick action chamber 9| is connected through a passage 92. A branch passage 93 of the passage 92 is uncovered by the piston 89 when in its extreme right-hand position as shown to establish a charging communication from the piston chamber 81 to the slide valve chamber 89 and connected quick action chamber 9|.

The piston 88 is provided with a stem 94 which is recessed to receive and move ccextensive therewith a graduating valve and with a certain degree of lost motion also a main slide valve 99.

The main slide valve 99 is held upon its associated seat by a holding pin 91 which extends through an opening 98 in the stem 94 and engages in a recess lformed in the upper face of the main slide valve. The holding pin 91 is suitably fixed to a diaphragm 99 which is subject at the upper `side thereof to the force of a spring IUI and the pressure of fluid in a chamber |02 which is constantly connected to the emergency reservoir I3 through a passage and pipe |03.

When the pressure in the brake pipe I0 and thus in the piston chamber 81 of the emergency valve device I1 is reduced at a service rate, the higher pressure in the slide valve chamber 89 and quick action chamber 9| is effective to shift the piston in the left-hand direction to close the connection from the piston chamber 81 to the quick action chamber 9| and slide valve chamber 89 through the branch passage 93, the graduating valve 95 being simultaneously moved to a position in which a port |05 therein registers with an exhaust port or passage |91 opening at the seatY of the main slide valve. The port |05 is of such size that the pressure of the fluid in the slide valve chamber 89 and quick action chamber 9| is reduced at a sufficiently rapid rate to arrest further movement of the piston 86 in the left-hand direction. Thus fluid under pressure continues to be released through the exhaust port |01 from the slide valve chamber and quick action chamber to atmosphere until the pressure in the chambers is slightly overloalanced by the pressure in the piston chamber 81, at which time the piston isv shifted back to its release position, shown in the drawing, wherein the graduating valve 95 laps the port |08 in the main slide valve and cuts off the further release of fluid under pressure from the slide valve chamber and quick action chamber. It will thus be seen that for service reductions in brake pipe pressure, the main slide valve 96 in effect remains in release position and is not shifted therefrom.

The main slide valve 99 is provided with a port |00 which in the release position shown in the drawing registers with a passage |09 leading to a piston chamber H0 of a vent valve device. Upon an emergency redujction of brake pipe pressure, the graduating valve 95is shifted to uncover the port |00 and thus cause fluid under pressure to be supplied from slide valve chamber 89 to the piston chamber II. Contained in the piston chamber IIO is a piston III which when subject to the pressure of fluid supplied from the slide valve chamber 89 through the passage |09 unseats a vent valve I|2 against the yielding resistance of a spring I|3 which normally urges the vent valve II2 into seated relation on an A When the vent associated annular rib seat. valve II2 is unseated it establishes communication through a passage or port II4 from the branch pipe and passage 88 of the brake pipe to an atmospheric chamber and passage I I5 to effect i a rapid reduction of pressure in the brake pipe. The brake pipe is thus reduced substantially to atmospheric pressure and, therefore, shifting of the piston 89 of the emergency valve device to its eXtreme left-hand position in seated engagement on a gasket |08 is assured. Ultimately, the pressure of the iluid supplied from the slide valve chamber 89 and quick action chamber 9| escapes through a restricted port and passage II6 in the piston III to the atmospheric chamber II5 and the spring I I3 then becomes effective to reseat the vent valve I I2. With the piston 86 in seated engagement with the gasket |88 a cavity I2I in the main slide valve 95 establishes communication between the pipe and passage |03 connected to the emergency reservoir I3 and a passage and pipe |22 leading to the brake cylinder I0 to cause Huid under pressure to be supplied to the brake cylinder brakes.

I0 to effect application of the When the main slide valve 96 is in its release position, the port |06 and a branch passage |20 thereof connect the passage and pipe |22 to the atmospheric exhaust passage |31 so that fluid under pressure may be released from the brake cylinder.

The double check valve |23 is of well known construction and may comprise a piston valve (not shown) subject on the opposite ends thereof to pressure in the straight air pipe I5 and pipe |22, respectively, and shiftable between two opposite positions to establish communication from either the straight air pipe |5 or the pipe |22 to a pipe |24 leading to the brake cylinder I0, in response to the predominating pressure in straight-air pipe I5 or the pipe |22.

The emergency reservoir I3 is charged with uid under pressure from the brake pipe I6 through a branch pipe |25 of the pipe 88, the pipe |25 including a one-way or check valve |26 for preventing back flow of fluid under pressure from the emergency reservoir to the pipe 88.

The vent valve device I8, which is one of the features of my invention, comprises a casing having a vent valve section I3I, a check valve section |32 and a cover section |33, suitably joined in sealed relation. Contained in the casing section |3I is a piston |34 for operating a vent valve |35. At one side of the piston |34 is a chamber |36 to which the safety control pipe and passage I9 is constantly connected and at the opposite side is an annular chamber |31 to which the charging,r pipe and passage 'I2 is constantly connected, the chamber |36 and safety control pipe |9 being charged with fluid under pressure through a restricted port |36 in the piston |34. When the fluid pressure on opposite sides of the piston |34 is equalized, a spring I 38 interposed in the chamber |36 between the piston |34 and the casing section |32 yieldingly urges the piston downwardly to cause the vent valve |35 to seat on an associated annular rib seat |39. When seated on the annular rib seat |39, the vent valve |35 uncovers a branch passage and pipe I4I of the brake pipe 6 which opens into the annular chamber |31, thus establishing communication through which the brake pipe I6 is charged with fluid under pressure from the charging pipe 12.

Two connected chambers |43 and |44 to which the emergency pipe and passage 8| are connected are provided in the Casing section |3I, the cham.- ber |43 being connected to the passage |4I through a passage |41 and the chamber |44 being connected to the safety control passage I9 through a passage |49. Passage |41 is of smaller ow area than passage |49, as indicated by the restricted portion thereof, so that fluid under pressure flows therethough at a slower rate, for a reason which will be hereinafter made apparent. Ball check valves and |46 are contained in the chambers |43 and |44, respectively, the arrangement of the ball check valve |45 being such as to prevent flow of fluid under pressure from the emergency pipe 8| to the branch pipe and passage I4| and the arrangement of the ball check valve |46 being such as to prevent flow of fluid under pressure from the emergency pipe 8| to the safety control pipe and passage |9.

As will be explained more clearly hereinafter, the vent valve piston |34 is shifted upwardly, upon a reduction of the pressure in the safety control pipe |9 or of the pressure in the emergency pipe 8|, into seated engagement on a gasket |52, the vent valve |35 being correspondingly shifted upwardly and unseated from the annular rib seat |39. With the Vent Valve piston |34 seated on the gasket |52, the vent valve |35 cuts off the connection from the branch pipe and passage |4| of the brake pipe I6 to the annular chamber |31 and the connected charging pipe 12 and establishes communication from the branch pipe and passage |4| to atmosphere through a relatively large exhaust port |53, thereby effecting a rapid emergency reduction in brake pipe pressure.

Contained in the casing section |32 of the vent Valve device I8 is a chamber |54, the open end of which is closed by the cover section |33 on the inner face of which is formed an annular rib seat |55. Contained in the chamber |54 is a check valve |56 of the disc type, having a fluted metallic insert whereby the valve is suitably guided in the chamber |54, and normally yieldingly urged into seated relation on an annular rib seat 51 formed on the casing section |32 by a spring |58 that is interposed between the cover section |33 and the check valve |56.

The piston I 34' is provided with a stem |63 xed thereto and having a fluted portion at the upper end thereof which is guided in a suitable bore |64 which opens to the inner seated area of the check valve |56 when seated on the annular rib seat |51. When the piston |34 is shifted downwardly by the spring |38 to seat the vent valve |35 on the annular rib seat |39, the stem |63 is lowered sulciently to permit the spring |58 to seat the check valve |56 on the annular rib seat |51. When the piston |34 is shifted upwardly into seated relation on the gasket |52, however, the stem |64 engages the check valve |56 at the inner seated area thereof and shifts it upwardly into seated engagement on the annular rib seat thus cutting off communication between a pipe and passage I 6|, that is connected to the brake cylinder pipe |24, and a passage and pipe |62 leading to the cut-off valve device 22. At the same time, check valve |56 establishes communication from the pipe and passage |62 and chamber |54 past the annular rib seat I 51 and through the port |64 to the chamber |36 and connected safety control pipe and passage I9. The purpose of this operation of the check valve |56 will be made clear later.

The foot valve device 2| may be of any suitable construction and is illustrated as comprising a casing having a diaphragm valve |66 which is actuated into seated engagement on an associated annular valve seat, when a pivoted foot pedal |61 is depressed, to cut off the communication between the safety control pipe I9 and an atmospheric passage and port |68. When the manually applied pressure depressing the foot pedal I 61 is relieved, a spring |69 shifts the foot pedal |61 upwardly and thus, due to its inherent resiliency, the diaphragm valve |66 unseats and establishes communication from the safety control pipe I 9 to the atmospheric passage I 68 to effect the exhaust of fluid under pressure from the safety control pipe I9.

The cut-olf valve 22 comprises a casing having a chamber I1| to which one portion of the safety control pipe I9 leading to the foot valve device 2| is connected and a chamber |12 to which the other portion of the safety control pipe I 9 leading to the vent valve device I8 is connected, the

chambers |1I and |12 being connected by a port |13 which is controlled by a diaphragml valve |14. Due4 to its inherent resiliency, the diaphragm valve |14 is normally unseated and establishes communication between the chambers I1I and |12.

'I'he diaphragm valve |14 is operated by a diaphragm |16 which is effective when subject to the pressure of uid in a chamber |11 at one side thereof to shift the diaphragm valve |14', through the medium of suitable followers, into seated engagement on its associated seat to close the connection between the chambers I1| and |12 through the port |13.

Also formed in the casing of the cut-off valve device 22 is a chamber |18 to which the pipe |62 leading from the vent valve device I8 is connected. A spring loaded 'valve piston |19 controls communication between chamber |16 and the chamber |11 through a port |88 to prevent the supply of fluid under pressure from the pipe |62 to the chamber |11 until the pressure in the chamber |18 and acting to unseat the valve piston `|19 exceeds a certain uniform pressure. When the spring-loaded valve piston |19 is seated on its associated valve seat, it establishes communication between the chamber |11 and atmosphere through a passage and port |82. When the pressure of the iiuid supplied to the chamber |18 exceeds a certain uniform pressure sufficient to overcome the force of the loading spring of the valve piston |19, the valve piston |19 is unseated and being suddenly subjected to fluid under pressure over an increased area is snapped suddenly upward into seated engagement on an annular gasket seat |83 to cut off the connection from the chamber |11 to atmosphere through the exhaust passage and port |32, while at the same time establishing communication from the pipe |62 and chamber |16 to the chainber |11. t

It should now be apparent that with the check valve |56 of the vent valve device i8 in its lower seated position as shown, communication is established from the brake cylinder I8 to chamber |13 of the cut-01T valve device 22 so that when the pressure in the brake cylinder exceeds a certain uniform pressure, valve piston |19 of the cut-off valve device 22 will be unseated and the brake cylinder pressure acting in chamber |11 on the diaphragm |16 thus causes the diaphragm valve |14 to be actuated to seated position to close the `connection through the port |13 between the chambers |1| and |12. Since the cutoff valve device 22 is interposed in the safety control pipe I9 between the foot valve device 2| and the vent valve device I8 it will be apparent that the seating of the diaphragm valve |14 of the cut-off valve device 22 renders the foot valve device 2| non-effective to cause operation of the vent valve device i8 upon release of the pressure manually applied to the foot pedal |61.

OPERATION or EQUIPMENT (a) Charging Assuming the main reservoir to be charged to the normal pressure carried therein as from a fluid compressor, not shown, and that the foot pedal |61 of foot valve device 2| is depressed, the brake pipe I6 is charged to the pressure as regulated by the feed valve device I2 through pipe and passage 21, past the check valve 69, passage 68, rotary valve chamber 66 of the brake valve device I4, port 1I of the rotary valve 61 charging passage and pipe 12, annular chamber |31 of the vent valve device I8 and branch passage and pipe I4I. With the foot pedal |61 of the foot valve device 2| depressed, safety control pipe I9 and chamber |36 at the upper side of the vent valvepiston |34 are charged, through the port |38 in the piston, to the pressure established in the charging pipe 12. Thus, the vent valve piston |34 is actuated by the spring |38 to seat the vent valve and establish-the charging communication from the charging pipe 12 to the branch pipe and passageV I4| of the brake pipe. Fluid under pressure also flows from the charging pipe 12 and annular chamber |31 to the emergency pipe andpassage 8| and the connected ...iamber 19 in the brake valve device I4, by way of the passage |41 and past the check valve |45.

With the brake pipe I5 charged to the normal pressure carried therein, the piston 86 of the emergency valve device I1 is shifted to its extreme right-hand position as shown in the drawings, and the emergency reservoir I3 is charged with fluid under pressure by way of the branch pipes B8 and |25 and one way valve |26.

With the main slide Valve 96 thus in releaseD position, pipe |22 is connected to atmosphere by way of the passage |20 and port |06 and exhaust port |01. At the same time, with the brake valve handle 48 in release position, the straight-air pipe I5 is connected to atmosphere through the exhaust port 39 of the brake valve device I4 and brake cylinder pressure is reduced to atmospheric pressure, so that the brakes are released.

(b) Service application If the operator desires to effect a service application of the brakes, assuming that he maintains the foot pedal I61of the foot valve device 2| depressed, he may shift the brake valve handle 48 from release position into the application Zone to obtain a desired degree of service application. Since the straight-air pipe |5 is always connected to the pressure chamber 25 of the brake valve device |4, the pressure established in the pressure chamber 25 vof the brake Valve device |4 is also established in the straight-air pipe I5. Fluid under pressure supplied to the straight-air pipe l5 shifts the valve piston, not shown, of the double check valve |23, if not already shifted, to the position for supplying fiuid under pressure from the straight-air pipe to the brake cylinder pipe |24 and, thus, fluid pressure is established in the brake cylinder I0 corresponding to the degree to which the brake valve handle 48 is shifted into the application zone.

Since the check valve |56 of the vent valve device I8 is in its lower seated position on the annular rib |51, uid under pressure is also supplied to the chamber 18 ofthe cut-off valve device. When the brake cylinder pressure acting in chamber |18 unseats the spring-loaded valve piston |19 of the cut-off valve device |22, the pressure of fluid thus admitted to chamber |11 and acting on the diaphragm I 16 causes diaphragm valve |14 to be actuated to close port |13 between the chamber |1| and |12 of the cut-off valve device.

Thus, if the operator establishes at least a certain uniform pressure in the brake cylinder I0, by operation of the brake valve I4, he may remove his foot from the foot pedal |61, or relieve the pressure thereon, without producing a safety control or deadman emergency application of the brakes which will be presently described.

It will be apparent that the operator may graduate the application of the brakes increasingly or decreasingly by shifting the brake valve handle progressively away from the release position or progressively toward the release position.

To effect release of the brakes following a service application, the operator merely shifts the brake valve handle 48 to release position thus reducing the pressure in the pressure chamber 25 and the straight-air pipe I5 to atmospheric pressure so that the pressure in the brake cylinder I0 is also reduced to atmospheric pressure to effect a complete release of the brakes.

(c) Manual emergency application If the operator desires to effect an emergency application of the brakes, he may shift the brake valve handle 48 to the emergency position. In such position ofthe brake valve handle 48, the self-lapping valves 26 and 28 are operated in the manner, previously described, to establish maximum pressure in the straight-air pipe I5. At the Sametime, the rotary valve 61 of the brake valve device I4 cuts off the connection from the rotary valve chamber 66 and connected feed valve pipe 'and passage 21 to the charging pipe 12 and establishes connection from the charging pipe and passage 12 to the exhaust port 84. At the same time, also, the cam 16 on the rotary shaft 41 of the brake valve device I4 unseats the valve 11 so as to effect a rapid reduction of the pressure in the emergency pipe 8|.

Upon the reduction of the pressure in the emergency pipe 6|, the check valve |46 unseats and fluid under pressure in the chamber |36 above the vent valve piston and in the safety control pipe I9 is thus rapidly vented to atmosphere by way of pasage |49 and the exhaust port 15 at the brake valve I4. Simultaneously, fluid under pressure is also vented at a slower rate from the brake pipe I6 by way of the branch pipe and passage I4I, passage |41, past the check valve |45 through the pipe 8| and exhaust port 15. Fluid under pressure is also Vented from brake pipe I6 to atmosphere by way of the charging pipe 12, restricted port 83 in rotary valve 61 and exhaust port 84. In view of the rapid rate of flow of uid under pressure from chamber I 36 above the vent valve piston |34 as permitted through the passage |49 compared to the relatively slower rate of flow of fluid under pressure from the brake pipe through passage I 41 and restricted port 83, the pressure in chamber |36 reduces more rapidly than' the pressure in the chamber |31 below the vent valve piston |34 and, thus, since the fluid under pressure may flow only at a restricted rate from the chamber |31 to the chamber |36 through the port |30 in the piston |34, the momentary higher pressure in the chamber |31 shifts valve piston |34 upwardly into seated engagement on the gasket |52. The vent valve |35 is thus operated to connect branch pipe and passage |4| of the brake pipe to the exhaust port |53 of the vent valve I8 thereby causing a rapid or emergency reduction of the pressure in the brake pipe.

Upon the rapid reduction in brake pipe pressure effected by the vent valve device I8, the emergency valve device I1 is operated, in the manner previously described, to application position to cause fluid under pressure to be supplied from emergency` reservoir I3 to the pipe |22 through the cavity I 2| in the main slide Valve S6, the vent valve I I2 of the emergency valve device |1 being simultaneously operated, as previously described, to effect reduction of the brake pipe' pressure substantially to atmospheric pressure. With uid under pressure thus simultaneously supplied to the straight-air pipe I5 and to the pipe |22, the double check valve |23 establishes communication from the straight-air pipe I5, or from the pipe |22, to the brake cylinder pipe |24, depending upon which of the pipes I5 0r |22 has the higher pressure established therein. In view of the fact that the pressure eventually established in the straight-air pipe I5 with the brake valve handle 48 in emergency position corresponds to the pressure as supplied from the feed valve device I2, the pressure established in the straight-air pipe I5 will be somewhat higher than the pressure established in pipe |22 and accordingly the double check valve device |23 will be operated ordinarily to establish communication from the straight-air pipe I5 to the brake cylinder pipe |24, the pressure in the pipe |22 remaining potentially in reserve however to operate the double check valve |23 toI establish communication from the pipe |22 to the brake cylinder I 0 in the event that, for some reason or the other, the pressure fails to build up in the straight-air pipe I5, thereby assuring the emergency application of the brakes.

In the event that either the vent valve piston |34 or the vent valve |35 stick in a position to cause lapping of the branch pipe and passage I4I it will be observed that the reduction in brake pipe pressure will continue through the exhaust port 15 at brake valve I4 by way of the passage |41, past the check valve |45, and the emergency pipe 8| so that operation of the emergency valve device I1 is insured.

It will be apparent that when the brake pipe pressure is reduced substantially to atmospheric pressure and the fiuid pressure in the chambers |36 and |31 on opposite sides of the vent valve piston |34 is substantially equalized at atmospheric pressure, the spring |38 will reseat the vent valve |35 on the anular rib seat |39. In View of the fact that the charging pipe 12 remains connected to atmosphere through the exhaust port 84, the reestablishment by vent valve |35 of the charging communication betwen the charging pipe 12 and the branch pipe and passage I4f of the brake pipe does not result in recharging of the brake pipe until the brake valve handle 48 is returned to some position within the application zone in which the fluid under pressure from the feed valve pipe 21 is again supplied into the charging pipe 12 through the port 1I of therotary valve 61.

To release the brakes following a manually effected emergency application, the operator shifts the brake valve handle 48 to release position thereby reducing the straight-air pipe pressure to atmospheric pressure and effecting the restoration of the pressure in the brake pipe to the normal pressure carried therein. Fluid under pressure is thus exhausted from the brake cylinder I0 by way of the straight-air pipe I5 and exhaust port 39 of the brake valve device I4. At the same time, the emergency valve device I1 is restored toI its release position shown in the drawing wherein the fluid under pressure in the pipe |22 is released to atmosphere by way of the passage |20 and port |06 in the main slide valve 96 and the exhaust port |01.

(d) Safety control or deadman emergency application Assuming that the equipment is conditioned as shown in the drawing with the brake valve handle 48 in release position, a, safety control or deadman application of the brakes is effected by relieving the pressure on or releasing at foot pedal |61.

With the foot pedal |61 released, fluid under pres- 75 `sure in safety control pipe I9 is exhausted to atmosphere past the unseated diaphragm valve |66 and through the exhaust passage and port |68. Since the pressure in the brake cylinder is at atmospheric pressure, the brakes being released, the diaphragm valve |14 of the cut-off device 22 is unseated and thus the reduction of the pressure in. the safety control pipe i9 causes a corresponding reduction of the pressure in the chamber |36 above the vent valve piston |34 of the vent valve device i8. The brakepipe pressure effective in the chamber |31 below the vent valve piston |34 thus shifts the vent valve piston upwardly into seated engagement on the gasket |52 and, since the chamber |31 continues to be charged with fluid under pressure through the charging pipe 12, the vent valve piston |34 is maintained seated on the gasket |52. It will be observed that ball check valve |46 prevents flow of fluid under pressure from the emergency pipe and the brake pipeI to the safety control pipe through the passage |49 upon a reduction of the pressure in` the safety control pipe |9, thus insuring movement of vent valve piston |34 upwardly to unseat vent valve |35. As in the case of the manually effected emergency application of the brakes, the vent valve |35 operates to` cause reduction of the pressure in the brake pipe I6 by exhaust of fluid under pressure through the exhaust port |53. At the same time, the stem |53 of thc valve piston |34 shifts the check valve |95 upwardly into seated engagement on the annular rib seat |55, in which position the valve |56 cuts off communication from the pipe |6|, leading to the brake cylinder I0, to the pipe |62 leading tof the cut-off valve chamber |13 and establishes communication past the lower annular rib seat |51 from the cut-off valve chamber |18 to the chamber |36 and connected safety control pipe i9 which at this time is being vented to atmosphere at the foot valve device 2|.

Upon the emergency reduction of brake pipe pressure effected by unseating of the valve |35 of the vent valve device I8, the emergency valve device |1 operates to cause the supply of fluid under pressure from the emergency reservoir I3 to the pipe |22 and also to effect reduction in the pressure of the brake pipe I6 substantially to atmospheric pressure. The pressure of the fluid supplied to the pipe |22 shifts the valve piston of the double check valve device |23 to establish communication from the pipe |22 to the brake cylinder pipe |24 and a pressure is thus built up in the brake cylinder corresponding to the pressure of equalization between the emergency reservoir |3 and brake cylinder I0.

With the check valve |56 of vent valve device I8 maintained in seated relation on the `upper ann ular rib seat |55, the supply of fluid at brake cylinder pressure to the chamber 18 in the cut-off valve device 22 remains cut off and, since the safety control pipe I9 remains vented to atmosphere at the foot valve device 2|, the chamber |18 remains vented to atmosphere past the lower annular rib seat |51 from which the check valve |56 is unseated.

Thus, the operation of the cut-olf valve device 22, in response to the build-upof brake cylinder pressure in excess of a certain uniform degree, is suppressed or prevented in the case of a safety control or deadman emergency application of the brakes.

In order to release the brakes following a safety control or deadman emergency application of the brakes, the operator merely depressesy the foot pedal |61 of the foot valve device 2|. The exhaust communication for the safety control pipe I9 is thus closed and the safety control pipe is again charged to the normal pressure carried therein from the charging pipe 12 through the restricted port |30 in the vent valve piston |34. When the pressure in the chambers |36 and |31 on opposite sides of the vent valve piston |34 is substantially equalized, the spring |38 shifts the piston downwardly and causes the vent valve |35 to again seat on the annular seat rib |39 to close the exhaust port |53 and reestablish the charging communication between the charging pipe 12 and the branch pipe and passage |4| of the brake pipe to effect recharging of the brake pipe. When the brake pipe I6 is again charged to the normal pressure carried therein, the emergency valve device |1 is restored to the release position thereof shown in the drawing wherein the liuid under pressure is exhausted from the brake cylinder I by way of the pipe |22, passage and port |06 in the main slide valve 96, and exhaust port |01, to effect the release of the brakes.

SUMMARY summarizing, it will be seen that I have disclosed a fluid pressure brake equipment having a cut-off valve device operative in case of a manually effected service or emergency application of the brakes to suppress orprevent a safety control or deadman application of the brakes when a predetermined degree of brake cylinder pressure has been attained, and including according to my invention, a novel type of vent valve device which is operatively controlled by the operator through a brake valve device or under the control of a fdeadman device to cause an emergency application of the brakes and which is effective in the case of a deadman application of the brakes to suppress orv prevent operation of the cut-olf valve device upon the attainment of a certain uniform pressure in the brake cylinder.

While I have described my invention in connection with a simplified form of brake equipment, it will be understood that various omissions, additions and modifications may be made in the equipment shown without departing from the spirit of my invention. It is not my intention therefore to limit the scope of my invention except as it is necessitated by the scope of the prior art.

' Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

l. In a vehicle fluid pressure brake equipment, a brake valve device operative to effect an application of the brakes, a. safety control device, a valve device controlled by the safety control device for effecting an application of the brakes,`

means operative in response to the pressure of fluid supplied thereto when the application of the brakes effected by the brake valve device exceeds certain degree for rendering the safety control device ineffective to control the said valve device, a valve normally in a position for establishing communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application of the brakes, and means for shifting said valve to a position to close said communication when the said valve device is operated under the control of the safety control means to effect an application of the brakes.'

2. In a vehicle fluid pressure brake equipment, a brake valve device operative to effect anappllcation of the brakes, a safety control device, a valve device controlled by the safety control device for effecting an application of the brakes, means operative in response to the pressure of fluid supplied thereto when the application of the brakes as effected by the brake valve device exceeds a certain degree for rendering the safety control device ineffective to control the said valve device, a valve normally in a position for establishing communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application of the brakes, and means foi` shifting said valve to a position to close said communication and establish another communication through which fluid under pressure is released from the fluid pressure operated means when the said valve device is operated under the control of the safety control means to effect an application of the brakes.

3. In a vehicle fluid pressure brake system, a brake valve device, a safety control device, a valve device operatively controlled by either the brake valve device or the safety control device for effecting an application of the brakes, means operative in response to the pressure of fluid supplied thereto when an application of the brakes as effected by the brake valve device exceeds a certain degree for rendering the safety control device ineffective to control the said valve device, and a valve normally effective to establish communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application of the brakes, said valve being engaged and moved by the Valve device to a position for closing said communication when the valve device is operated under the control of the safety control device to effect an application of the brakes.

4. In a vehicle fluid pressure brake system, a brake valve device, a safety control device, a valve device operatively controlled by either the brake valve device or the safety control device for effecting an application of the brakes, means operative in response to the pressure of fluid supplied thereto when an application of the brakes as effected by the brake valve device exceeds a certain degree for rendering the safety control device ineffective to control the said valve device, and a valve normally effective to establish communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application ofthe brakes, and means for shifting said valve to a position for closing said communication when said valve device is operated under the control of the safety control device to effect an application of the brakes.

5. In a vehicle fluid pressure brake system, a safety control pipe and an emergency pipe both normally charged with fluid under pressure, a valve device operated in response to a reduction of the pressure in either of said pipes for effecting an application of the brakes, means operative in response to the pressure of fluid supplied thereto when the application of the brakes as effected by the brake valve device exceeds a certain degree for preventing operation of the valve device by reduction of the pressure in the safety control pipe, and a valve normally effective to establish communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application of the brakes, said valve being engaged and moved by the Valve device, when operated in response to a reduction of safety control pipe pressure, to close said communicatlon and thereby prevent operation of the fluid pressure operated means.

6. In a vehicle fluid pressure brake system, a safety control pipe and an emergency pipe both normally charged with fluid under pressure, a valve device operated in response to a reduction of the pressure in either of said pipes for effecting an application of the brakes, means operative in response to the pressure of fluid supplied thereto when the application of the brakes as effected by the brake valve device exceeds a certain degree for preventing operation of the valve device by reduction of the pressure in the safety control pipe, and a valve normally effective to establish communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application of the brakes, and so constructed and arranged as to be engaged and moved by the valve device to close said supply communication and establish a communication through which fluid under pressure is released from the fluid pressure operated means when said valve device is operated in response to a reduction of pressure in the safety control pipe.

7. In a vehicle fluid pressure brake equipment, a brake valve device operative to effect an application of the brakes, a safety control device, a valve device controlled by the safety control device for effecting an application of the brakes, means operative in response to the pressure of fluid supplied thereto When the application of the brakes as effected by the brake valve device exceeds a certain degree for rendering the safety control device non-effective to control the said valve device, and a valve normally effective to establish communication through which fluid under pressure is supplied to the fluid pressure operated means upon an application of the brakes and adapted to be engaged and moved by the said valve device to close said supply communication and establish a communication through which fluid under pressure is released from the fluid pressure operated means to the safety control pipe, when the said valve device is operated in response to a reduction of the pressure in the safety control pipe to effect an application of the brakes.

8. In a vehicle fluid pressure brake system, in combination, a brake cylinder, manually operative means for causing fluid under pressure to be supplied to the brake cylinder to effect an application of the brakes, a safety control pipe normally charged with fluid under pressure, a valve device operative in response to a reduction of the pressure in the safety control pipe for also causing fluid under pressure to be supplied to the brake cylinder to effect an application of the brakes, a cut-off valve device operative from a normally open position to a closed position to prevent operation of the said valve device by reduction of the pressure in the safety control pipe, means providing a communication through which fluid at brake cylinder pressure is supplied to the cutoff valve device to effect operation thereof to close the safety control pipe when the brake cylinder pressure exceeds a certain uniform pressure, and a valve adapted to be engaged and moved by the said valve device to close said supply communication to the cut-olf valve device when the said valve device operates in response to a reduction in the pressure in the safety control pipe to effect an application of the brakes.

9. In a vehicle fluid pressure brake system, 1n combination, a brake pipe, a safety control pipe,

an emergency pipe, all of said pipes being normally charged with fluid under pressure, a valve device operative upon a reduction of the pressure in either the safety control pipe or the emergency pipe for closing communication through which said brake pipe is charged with fluid under pressure and for effecting a reduction in brake pipe pressure, and means operatively responsive to a reduction in brake pipe pressure for effecting an application of the brakes.

10. In a vehicle fluid pressure brake system, in combination, a brake pipe, a safety control pipe, an emergency pipe, a valve device effective normally to cause all of said pipes to be charged with fluid under pressure and operative upon a reduction of the pressure in either the safety control pipe or the emergency pipe to close the charging communication for the brake pipe and effect a reduction of pressure in the brake pipe, and means operatively responsive to a reduction in brake pipe pressure for effecting an application of the brakes.

11. In a vehicle fluid pressure brake system, in combination, a brake pipe, a safety control pipe, a valve device effective normally to cause said brake pipe and safety control pipe to be charged with fluid under pressure, an emergency pipe, a communication through which fluid under pres.- sure may flow from. the safety control pipe to the emergency pipe to charge said emergency pipe, a one-way valve in said communication for preventing` flow of fluid under pressure from the emergency pipe to the safety control pipe, said valve device being operative upon' a reduction of the pressure in the safety control pipe or in the emergency pipe to close communication through which the brake pipe is charged and for effecting a reduction in brake pipe pressure, and means operatively responsive to a reduction of the pressure in the brake pipe for effecting an application of the brakes.

12. In a vehicle fluid pressure brake system, in combination, a brake pipe, an emergency pipe, a valve device normally effective to cause said brake pipe and emergency pipe to be charged with fluid under pressure and operative upon a reduction of the pressure in the emergency pipe for closing the communication through which the vbrake pipe is charged and for effecting a reduction in brake pipe pressure, a communication connecting the emergency pipe to the brake pipe whereby upon a reduction of the pressure in the emergency pipe a reduction in brake pipe pressure is effected independently of operation of said valve device, and means responsive to the reduction of the pressure in the brake pipe for effecting an application of the brakes.

13. In a vehicle fluid pressure brake system, in combination, a brake pipe, an emergency pipe, a valve device normally effective to cause said brake pipe and emergency pipe to be charged with fluid under pressure and operative upon a reduction of the pressure in the emergency pipe for closing the communication through which the brake pipe is charged and for effecting a reduction in brake pipe pressure, a communication connecting the emergency pipe to the brake pipe whereby upon a reduction of the pressure in the emergency pipe a reduction in brake pipe pressure is effected independently of operation of said valve device, a one-Way valve in said communication for preventing flow of fluid under pressure from the emergency pipe to the brake pipe, and means responsive to reduction of the pressure in the brake pipe for effecting an application of the brakes.

14. In a vehicle fluid pressure brake system, in combination, a brake pipe, a safety control pipe, a charging pipe, an emergency pipe, a` Vent valve device having a valve and a piston for operating said valve, said piston being subject on one side to the pressure in the safety control pipe and on the opposite side to the pressure in the charging pipe and adapted when the pressures on opposite sides of the piston are equalized to operate the said valve to establish communication between the charging pipe and the said brake pipe to effect charging of the brake-pipe, means providing a communication between the safety control pipe and the emergency pipe, a one-way valve in said communication for preventing flow of fluid under pressure from the emergency pipe to the safety control pipe, means providing a second communication between the emergency pipe and the brake pipe, a one-way valve in said second communication for preventing flow of fluid under pressure from the emergency pipe to said brake pipe, the piston of the said vent valve device being operated in response to a reduction of the pressure in the safety control pipe or in the emergency pipe to shift the valve of the vent valve device to cut off communication between the charging pipe and the brake pipe and establish communication from the brake pipe to atmosphere, and means responsive to the reduction of pressure in the brake pipe for effecting an application of the brakes, said second communication connecting the emergency pipe and the brake pipe being effective to enable reduction of brake pipe pressure upon reduction in emergency pipe pressure independently of operation of the said vent valve device, the one-way valve in said second communication being effective to prevent flow of fluid under pressure from the safety control pipe to the brake pipe by way of the first said communication upon charging of the safety control pipe and the one-way valve in the first said communication being effective to prevent reduction of brake pipe pressure by way of said second communication upon reduction of the pressure in the safety control pipe.

JOHN N. GOOD. 

